Accident Overview
On September 5, 2012, at approximately 1555 central daylight time, a Cessna model 175B airplane, registration N8260T, was substantially damaged during a forced landing at Hamilton Municipal Airport (MNZ) in Hamilton, Texas. The student pilot, the sole occupant, was not injured. The airplane was registered to and operated by the pilot under 14 Code of Federal Regulations Part 91, without a flight plan. Day visual meteorological conditions prevailed for the local flight that was originating at the time of the accident.
Pilot Report
The student pilot reported that the accident occurred on the first flight since the airplane had been refueled (topped off) a couple of days earlier. During the preflight inspection, he did not observe any water or particulate contamination in fuel samples obtained from the gascolator bowl or both wing tanks. He stated that he always operated the airplane with the fuel tank selector valve positioned to draw fuel from both tanks. Before takeoff, he verified that no anomalies existed with engine operation during two separate run-up checks and while applying power for takeoff. Liftoff was achieved at about 65 knots after normal acceleration on the takeoff roll. The initial climb was uneventful until reaching 400 feet above ground level, when he sensed the airplane was not climbing normally and identified that the engine was not producing takeoff power and was unresponsive to throttle movements. He verified the mixture lever was in the full rich position before focusing on completing a forced landing. The airplane impacted a small tree during touchdown and subsequently descended a small hill before stopping. The fuselage, engine firewall, and both wings were substantially damaged.
Engine Examination
The engine, a Continental model GO-300-D, serial number 16126-0-D, was examined by investigators from the National Transportation Safety Board and the engine manufacturer. Rotation of the engine crankshaft produced cylinder compression and suction to all cylinders except the No. 3 cylinder. Valve train continuity was confirmed to each cylinder except the No. 3 exhaust valve. A lighted boroscope inspection of the cylinders revealed normal combustion deposits on the cylinder domes and piston heads. Further examination of the No. 3 cylinder showed that the exhaust valve was stuck in the full open position. There was no visible debris under the valve seat that would have kept the valve from closing. No additional anomalies were found during the engine examination that would have prevented normal operation.
Additional Information
The recording tachometer indicated 809.02 hours after the accident. According to maintenance logbook information, the engine had accumulated 26.44 hours since the last annual inspection completed on October 5, 2011, and 698.22 hours since its last major overhaul.